State Based Full and Empty Control for Rechargeable Batteries

ABSTRACT

State based full and empty control for rechargeable batteries that will assure a uniform battery empty condition, even in the presence of a load on the battery. A fuel gauge provides a prediction of the open circuit voltage of the battery, and when the predicted open circuit voltage of the battery reaches the predetermined open circuit voltage of an empty battery, the load is terminated, after which the battery will relax back to the predetermined open circuit voltage of an empty battery. A similar technique is disclosed for battery charging, allowing faster battery charging without overcharging. Preferably an RC battery model is used as the fuel gauge to provide the prediction, but as an alternative, a coulomb counter may be used to provide the prediction, with error correction between successive charge discharge cycles.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.13/311,297 filed Dec. 5, 2011 which claims the benefit of U.S.Provisional Patent Application No. 61/420,627 filed Dec. 7, 2010.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to charging methods for rechargeablebatteries.

2. Prior Art

The standard definition of empty for a (rechargeable) battery is when aparticular battery terminal voltage defined as the empty voltage occurs.This definition is naïve and simple-minded, since the external voltagesays little about the internal state of the battery. The real reason forthis definition is that there has been no better way to define empty,and battery vendors must provide a rule of some sort, so they define avoltage.

Other approaches have been used, but they lose capacity as a function ofload, temperature, battery characteristic, and empty voltage. Forinstance, coulomb counters have been used, but a coulomb counter musttraverse full and empty often or error accumulates. Also there is noreliable method to recognize actual light-load capacity shrinkage, sincethe capacity to an empty voltage is dependent on the actual load fromeach cycle, because of battery impedance. Another approach uses batteryimpedance to predict traditional cell voltage definition of empty. Stillanother approach is to use a previous model gauge approach, that is, touse empty compensation to predict traditional cell voltage definition ofempty, i.e., to account for the relaxation of a battery after a load isremoved so that after relaxation, the open circuit voltage of thebattery should be the predetermined empty voltage. All of these previousapproaches result in variation of capacity utilization and residualcharge which is unused.

Maxim Integrated Products, assignee of the present invention,manufactures and sells voltage-based battery fuel gauges that model thebattery itself, and track the state of charge of the battery independentof the current load, if any, on the battery. In particular, an idealbattery of a given amp-hour capacity would provide a constant voltageoutput until outputting its total amp-hour capacity, after which thebattery voltage would fall to zero. Real batteries, however, exhibit adecrease in terminal voltage with a decreasing state of charge and/or anincreasing current load. Some batteries have a terminal voltage thatfalls off rapidly as the fully discharged state is approached.

One battery model that can be used is a simple RC network, where Rrepresents the internal impedance of the battery and C represents theequivalent capacitance of the battery for any given open circuit batteryvoltage. R can be easily determined by loading and unloading thebattery, and to the first order, generally can be taken as a constantvalue. The apparent capacitance C in the simple RC model at any point inthe open circuit voltage versus state of charge curve is equal to theinverse of the rate of change of the open circuit voltage of the batteryper amp-hour of current withdrawn. Consequently one may plot theequivalent capacitance of the battery versus open circuit voltage, andthe plot of capacitance versus battery open circuit voltage can beapproximated as piecewise constant C values over various increments ofthe open circuit voltage. Of course R and C may be scaled as desiredwithout effecting the result. Then on charging and discharging, usingthe RC model and sensing the battery terminal voltage and current to andfrom the battery, the open circuit voltage of the battery can becalculated to determine the state of charge of the battery independentof the current flow. Of course one can also use a more complicatedbattery model to account for such things as long term recovery of thebattery (a long time constant component), temperature, variations inbattery impedance (R), current, etc. Also a coulomb counter can be usedwith such modeling, the coulomb counter increasing the transient andshort term accuracy of the modeling and the modeling increasing the longterm accuracy of the coulomb counter.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1 a through 1 d depict the state based empty vs. the traditionalmethods of defining empty.

FIG. 2 illustrates the fast safe charging of a rechargeable batteryusing the state based full as defined by the present invention.

In the description to follow, whenever exemplary values are given, it isassumed that the battery is a Li-ion battery, though the principles ofthe present invention are applicable to other types of rechargeablebatteries as well.

One embodiment of the present invention takes advantage of the fact thatby modeling the battery, such as in the prior art described above, onecan know the open circuit voltage of the battery, even when the batteryis under a load. The particular model used is not of great importance,as any reasonable prediction of the open circuit voltage of a batteryunder load will be better at determining the battery state of chargethan simply using the terminal voltage of the battery for that purpose.Thus the present invention allows the setting of state based full andempty conditions of the battery, and adhering to those states even whenunder a load.

By way of example, state-based empty control allows the immediatebattery terminal voltage to be disregarded and allow full batteryutilization across a wide range of load conditions, such as loadvariations, temperature variations, battery variations, age, etc.Normally the impedance drop of a battery would be responsible forcapacity loss. Additionally, state based full and empty control reducesthe overall error budget which allows for better battery utilization. Inparticular, state based full and empty control takes advantage of thecapacity of the specific battery being monitored, rather than limitingthat capacity because of battery impedance. State based full and emptycontrol can also be used to provide additional well controlledlimitations on battery charge and discharge limits for the purpose ofbattery lifespan extension. This is especially important in applicationswhich demand more than the typical 5 year battery lifespan (such asautomotive, which demands more than 10 years).

FIGS. 1 a through 1 d depict the state based empty vs. the traditionalmethods of defining empty. In these curves, the thin lines or curvesrepresent traditional methods and the thick lines or curves representthe state based empty of the present invention. The curves for Q(@C/2)represent the discharge rate under a heavy load, while the curves forQ(@C/8) represent the discharge rate for a light load. The traditionalmethod stops at the same immediate battery voltage independent of load(3.0 volts in FIG. 1 b), yet stops or settles at a different batterystate which is evidenced by the difference in the following relaxationvoltage. The state of the battery (open circuit battery terminalvoltage) is different in each of these two cases, as can be seen inFIGS. 1 a and 1 c. However, the state based empty of the presentinvention stops at the same state (same open circuit battery terminalvoltage as shown in FIG. 1 c), but allows for a different immediatebattery voltage when stopping (FIG. 1 d), and manages the followingrelaxation state to be relatively independent of load condition, tosettle on the same open circuit voltage. To achieve this, the fuel gaugemust be capable of accurate OCV predictions, which is a compoundedchallenge near empty when OCV and resistance become very nonlinear.

The state based full condition also provides better control of the fullstate for optimized charge control and charge speed. This can beachieved in life-span optimized applications, such as 3-year warranteesituations (currently seen in the industry for Apple and HP laptopcomputers). In these applications the charge voltage is often reducedfrom 4.2V to 4.1V to improve battery lifespan, since time at full oftendominates as a cause of battery aging (especially for users who keeplaptops always plugged in). The common solution for this lifespanextension is to simply charge to 4.1V instead of 4.2V. A smarter way toachieve the same lifespan improvement is to charge to a higher immediatebattery terminal voltage, such as 4.2V, but change charge termination tooccur at the same state (same open circuit battery terminal voltage) asthe prior art 4.1V charging. This provides lifespan extension (andwarrantee extension) while simultaneously providing a feature toaccelerate charging.

This concept is depicted in the FIG. 2. The sloped line at the leftrepresents the charging rate. For an extended battery life in the priorart, the charging voltage peaks at 4.1 volts, and after a period oftime, the charger is shut off and the battery open circuit voltagerelaxes to 4.05 volts. With the present invention, charging can proceedto 4.2 volts for a shorter time to achieve the same state of charge,with the relaxation starting earlier and being more pronounced toultimately reach the same open circuit voltage of 4.05 volts, therebycharging to the same open circuit voltage as the prior art chargingtechnique produces (4.05 volts). Again this is achieved with a fuelgauge that manages an accurate OCV prediction. This same concept mightbe used for the 4.2V charging by overcharging to 4.3V but stopping earlyto the same state as 4.2V full. However, one should verify that going toan even higher charging voltage than specified by the batterymanufacturer, even for a short time, would possibly somehow not achievethe desired effect or further shorten the battery life.

In extreme long lifespan applications, it is common to charge to only70% and discharge to only 30% in order to maximize the total batterylife utility (cycles*capacity). This is done in space applications wherethe service cost is extreme, but it is also done in automotiveapplications where the vehicle must last more than 10 years. State basedfull and empty control can extend this existing concept by moreaccurately and directly managing battery state by the open circuitprediction and perception used in the present invention.

Thus by having a good prediction of the battery state, one can moreaccurately define the full and empty states and utilize more of thebattery capacity without risk of overcharging or overdischarging thebattery. As a result, state based full and empty control should improverun-time by more than 30% for an aged battery because of its higherimpedance. At cold temperatures (such as 0° C.) a battery can lose overhalf the capacity. At cold, state based full and empty control canimprove run-time by more than 50%. When the loading on the battery ishigh, there is much more voltage drop, and battery voltage is moredisassociated with battery state. At 1 C load, state based full andempty control can improve run-time by more than 20% on some newbatteries, relative to higher 3.4V and 3.3V empty voltages.

Fuel-gauging is a real-time activity and cannot be allowed to depend ona future relaxed condition which happens after the critical event(empty) is already past. Real-time fuel-gauging must make itspredictions while there is loading present. By defining empty accordingto a prediction of the open circuit voltage, the fuel-gauge can actuallylimit and manage the empty state of the battery, instead of using asimple immediate voltage. This will be typically performed with 2% or 3%battery capacity held in reserve, i.e., discharge will be terminated at2% or 3% actual battery state of charge to leave a reserve capacity.That reserve capacity may be used to support:

1. Reserve & background functions (saving data, shutting down,maintaining clock).

2. Error budget (no fuel-gauge can be perfect).

3. Protect the battery from overdischarge. Discharging down to thebottom 1% of the battery could injure the battery and will accelerateaging.

Another technique that could be used to practice the present inventionis to use a coulomb counter type of fuel gauge and note the open circuitvoltage of the battery after each discharge and after the battery has anopportunity to relax. Then the coulomb count from full to empty may beadjusted up or down for the next charge discharge cycle based on theerror between the open circuit voltage of the battery after relaxationand the intended open circuit voltage of the battery representing empty.Similarly, the open circuit voltage of the battery after each charge andafter the battery has an opportunity to relax could be noted. Then thecoulomb count from empty to full may be adjusted up or down for the nextdischarge charge cycle based on the error between the open circuitvoltage of the battery after relaxation and the intended open circuitvoltage of the battery representing full.

While this could work, it has the disadvantage that it is dependent onthe habits of the device user even more than the typical coulombcounter. In particular, not only may the user of the device not fullycharge the battery between discharges, which allows drift in the coulombcount, but the user may initiate recharging right after an indicatedempty occurs, so that an accurate reading of open circuit voltage afteran empty is indicated is not obtainable. Accordingly the battery modelmethod is preferred, though the specific battery model used is itself amatter of preference and the model itself is not a part of thisinvention.

Thus the present invention has a number of aspects, which aspects may bepracticed alone or in various combinations or sub-combinations, asdesired. While certain preferred embodiments of the present inventionhave been disclosed and described herein for purposes of illustrationand not for purposes of limitation, it will be understood by thoseskilled in the art that various changes in form and detail may be madetherein without departing from the spirit and scope of the invention.

What is claimed is:
 1. A method of determining an empty state of abattery comprising: monitoring the battery with a fuel gauge to predictan open circuit voltage of the battery, even in the presence of avariable load on the battery; determining the empty state of the batterywhen the OCV prediction crosses a threshold.
 2. The method of claim 1wherein the fuel gauge is a simulated battery model.
 3. The method ofclaim 2 wherein the battery model is a resistor capacitor battery model.4. The method of claim 2 wherein the battery is a rechargeable battery.5. The method of claim 4 further comprising determining a full state ofthe battery by; charging the battery to a voltage in excess of apredetermined open circuit voltage representing a battery full state;terminating the charging when the battery model predicts the opencircuit voltage of the battery to be a predetermined full open circuitbattery voltage to allow the open circuit battery voltage to relax tothe predetermined full open circuit voltage.
 6. The method of claim 1wherein the fuel gauge is a coulomb counter and the battery is arechargeable battery.
 7. The method of claim 6 wherein the coulomb countof the coulomb counter from full to empty is adjusted based on the opencircuit voltage of the empty battery after relaxation and the intendedopen circuit voltage of the empty battery.
 8. A method of determining anempty state of a battery comprising: monitoring the battery using an RCbattery model fuel gauge to predict an open circuit voltage of thebattery, even in the presence of a load on the battery, the batterybeing a rechargeable battery; determining the empty state of the batterywhen the OCV prediction crosses a threshold; also determining a fullstate of the battery by; charging the battery to a voltage in excess ofa predetermined open circuit voltage representing a battery full state;terminating the charging when the battery model predicts the opencircuit voltage of the battery to be a predetermined full open circuitbattery voltage to allow the open circuit battery voltage to relax tothe predetermined full open circuit voltage.
 9. A method of determiningan empty state of a battery comprising: providing a fuel gauge thatpredicts the open circuit voltage of a battery responsive to at leastone of a terminal voltage of the battery and current out of the battery,even when the battery is under a load; monitoring at least one terminalvoltage of the battery and the current out of the battery; determiningwhen the predicted open circuit voltage is equal to a predeterminedempty state battery voltage.
 10. The method of claim 9 wherein the fuelgauge is a voltage model fuel gauge, and the at least one of theterminal voltage of the battery and current out of the battery is theterminal voltage of the battery.
 11. The method of claim 10 wherein thefuel gauge includes a coulomb counter, and the at least one of theterminal voltage of the battery and current out of the battery is boththe terminal voltage of the battery and the current out of the battery.12. The method of claim 9 wherein the fuel gauge is a coulomb counter,the at least one of the terminal voltage of the battery and current outof the battery is the current out of the battery, and the coulomb countfrom full to empty is adjusted up or down for the next charge dischargecycle based on the error between the open circuit voltage of the batteryafter relaxation and the intended open circuit voltage of the batteryrepresenting empty.
 13. A method of determining a full state of abattery comprising: providing a fuel gauge that predicts the opencircuit voltage of a battery responsive to at least one of a terminalvoltage of the battery and current out of the battery, even when thebattery is under a load; monitoring the at least one of the terminalvoltage of the battery and the current out of the battery; determiningwhen the predicted open circuit voltage is equal to a predetermined fullstate battery voltage.
 14. The method of claim 13 wherein the fuel gaugeis a voltage model fuel gauge, and the at least one of the terminalvoltage of the battery and current out of the battery is the terminalvoltage of the battery.
 15. The method of claim 14 wherein the fuelgauge includes a coulomb counter, and at least one terminal voltage ofthe battery and current out of the battery is both the terminal voltageof the battery and the current out of the battery.
 16. The method ofclaim 13 wherein the fuel gauge is a coulomb counter, at least oneterminal voltage of the battery and current out of the battery, and thecoulomb count from empty to full is adjusted up or down for the nextcharge discharge cycle based on the error between the open circuitvoltage of the battery after relaxation and the intended open circuitvoltage of the battery representing full.